JP2004330972A - Travel safety device of vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To immediately detect abnormality of a travel safety device of a vehicle. <P>SOLUTION: When a behavior detecting means M3 detects that a driver performs a speed reduction operation or a steering operation within a predetermined time after a control means M2 of a safety device operation issues a primary alarm and a secondary alarm to the driver for avoiding the vehicle from contacting with a precedent vehicle, this situation is equivalent to that the driver recognizes contacting possibility with the precedent vehicle based on the alarms and performs the speed reduction operation or the steering operation. Therefore, it is determined that a radar device Sa and the safety device 11 operate normally. When a predetermined times or more of matters where the behavior detecting means M3 does not detect a contact avoiding operation of the driver are repeated, a determining means M4 determines abnormality and stops the operations of the radar device Sa and the safety device 11. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

[0001]
TECHNICAL FIELD OF THE INVENTION
BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a traveling safety device for a vehicle that detects an object by an object detection unit provided in the vehicle and activates a safety device to avoid the contact when the vehicle may come into contact with the object.
[0002]
[Prior art]
The radar device detects an object existing in the traveling direction of the own vehicle, determines whether there is a possibility of contact with the object based on the overlap amount (steering avoidance amount) between the own vehicle and the object in the vehicle width direction, and contacts the object. Japanese Patent Application Laid-Open Publication No. H11-163873 discloses a method of executing an alarm or automatic braking when it is determined that there is a possibility to avoid contact with an object.
[0003]
If the direction of the detection axis of this type of radar device is not correctly adjusted with respect to the vehicle body, the system may not operate properly. Japanese Patent Application Laid-Open No. H11-163873 discloses a technique that compares a position detected by a radar device with a traveling locus of a vehicle to detect and adjust a deviation of a detection axis of the radar device.
[0004]
[Patent Document 1]
JP-A-11-23705 [Patent Document 2]
JP-A-11-14748
[Problems to be solved by the invention]
However, the one described in Patent Document 2 has a problem that the detection axis of the radar device can be adjusted only when the vehicle is traveling substantially straight ahead, and it is relatively difficult to detect and adjust the deviation of the detection axis. Requires a long time, during which time the system may perform unnecessary operations. Also, even if the radar device is normal, even if the alarm device, deceleration device, or steering device that operates based on the detection result of the radar device has an abnormality, it can not detect it and the system performs unnecessary operation There was a possibility.
[0006]
SUMMARY OF THE INVENTION The present invention has been made in view of the above circumstances, and has as its object to be able to promptly detect an abnormality in a traveling safety device of a vehicle.
[0007]
[Means for Solving the Problems]
In order to achieve the above object, according to the invention described in claim 1, an object detecting means for detecting an object existing in a traveling direction of the vehicle, and a vehicle and an object are detected based on a detection result of the object detecting means. A relative relationship calculating means for calculating a relative relationship including the relative position, and determining whether there is a possibility of contact between the vehicle and the object based on the relative relationship calculated by the relative relationship calculating means. A vehicle safety device provided with safety device operation control means for controlling the operation of the provided safety device, wherein a behavior detection means for detecting at least one of a driver behavior and a vehicle behavior after activation of the safety device; Determining means for determining whether at least one of the operation of the object detection means and the operation of the safety device is normal based on the detection result of the detection means. Safety device is proposed.
[0008]
According to the above configuration, after activating the safety device to prevent the vehicle from coming into contact with the object, the behavior of the driver for avoiding the contact or the behavior of the vehicle generated as a result of the behavior of the driver is detected. Whether or not the object detection means or the safety device is operating normally can be accurately determined based on whether or not the operation is performed.
[0009]
According to the second aspect of the present invention, in addition to the configuration of the first aspect, the safety device issues a warning to the driver, and the determining unit detects the behavior within a predetermined time after the operation of the safety device. A driving safety device for a vehicle is proposed, wherein the device is determined to be normal when the means detects at least one of a deceleration operation and a steering operation of the driver.
[0010]
According to the above configuration, if the driver performs a deceleration operation or a steering operation within a predetermined time after the safety device issues an alarm, the driver recognizes the possibility of contact with an object based on the alarm and performs the deceleration operation or the operation. Since the direction operation has been performed, it can be determined that the object detection means or the safety device is operating normally.
[0011]
According to the third aspect of the present invention, in addition to the configuration of the first aspect, the safety device issues a warning to the driver, and the determining means detects the behavior within a predetermined time after the operation of the safety device. A traveling safety device for a vehicle is proposed in which the device is determined to be normal when the means detects at least one of a deceleration behavior and a turning behavior of the vehicle.
[0012]
According to the above configuration, if the deceleration behavior or the turning behavior of the vehicle is detected within a predetermined time after the safety device issues an alarm, the driver recognizes the possibility of contact with an object based on the alarm and performs the deceleration operation or Since the steering operation has been performed, it can be determined that the object detection means or the safety device is operating normally.
[0013]
According to the fourth aspect of the invention, in addition to the configuration of the first aspect, the safety device is any one of a deceleration device and a steering device, and the determination device is configured to perform the determination within a predetermined time after the operation of the safety device. In addition, there is proposed a traveling safety device for a vehicle, characterized in that when the behavior detecting means detects at least one of the deceleration operation and the steering operation of the driver, the operation is determined to be normal.
[0014]
According to the above configuration, if the driver performs a deceleration operation or a steering operation within a predetermined time after the safety device operates the deceleration unit or the steering unit, the driver performs an object operation based on the operation of the reduction unit or the steering unit. Recognizing the possibility of contact with the vehicle, it means that the deceleration operation or the steering operation has been performed, and it can be determined that the object detection means or the safety device is operating normally.
[0015]
According to the fifth aspect of the present invention, in addition to the configuration of the first aspect, the safety device is any one of a deceleration device and a steering device, and the determination device is provided within a predetermined time after the operation of the safety device. The vehicle is determined to be normal when the behavior detecting means detects at least one of the deceleration behavior and the turning behavior of the vehicle that exceeds at least one of the deceleration behavior and the turning behavior of the vehicle due to the operation of the safety device. Is proposed.
[0016]
According to the above configuration, the vehicle performs a deceleration operation or a steering operation within a predetermined time after the safety device operates the deceleration unit or the steering unit, and the vehicle exceeds the deceleration or turning behavior of the vehicle due to the operation of the safety device. If the deceleration behavior or turning behavior of the vehicle is detected, the driver recognizes the possibility of contact with an object based on the operation of the deceleration means or the steering means, and has performed the deceleration operation or the steering operation. It can be determined that the means or the safety device is operating normally.
[0017]
According to the invention described in claim 6, in addition to the configuration according to any one of claims 2 to 5, the safety device may be in contact with the primary safety device more than the primary safety device. A secondary safety device that operates when the vehicle is at a high level, wherein the predetermined time is set shorter after the operation of the secondary safety device than after the operation of the primary safety device. A driving safety device is proposed.
[0018]
According to the above configuration, the secondary safety device that operates when the possibility of contact is high is set to be shorter than the predetermined time after the operation. Therefore, when the urgency of avoiding contact is high, the object detection unit or the safety device is used. Can be quickly determined whether or not is operating normally.
[0019]
According to the seventh aspect of the invention, in addition to the configuration of any one of the second to sixth aspects, the determining means may determine that the number of times that the determination is not normal is greater than or equal to a predetermined number. Is proposed.
[0020]
According to the above configuration, the object detection means or the safety device is determined to be abnormal when the number of times that the safety device is not determined to be normal is equal to or more than a predetermined number of times. It is possible to prevent erroneous determination as abnormal.
[0021]
According to the invention described in claim 8, in addition to the configuration of claim 7, the safety device includes a primary safety device and a secondary safety device that operates when the possibility of contact is higher than the primary safety device. A driving safety device for a vehicle is proposed, wherein the predetermined number is set to be smaller for the operation of the secondary safety device than for the operation of the primary safety device.
[0022]
According to the above configuration, the secondary safety device that operates when the possibility of contact is high is set to a small number of the predetermined times for determining the abnormality. Therefore, when the urgency of avoiding the contact is high, the object detection unit or the safety device is used. Can be quickly determined whether or not is operating normally.
[0023]
According to the ninth aspect of the present invention, in addition to the configuration according to any one of the first to eighth aspects, when the determining means determines that there is an abnormality, the object detecting means detects the object and the safety device. A traveling safety device for a vehicle is proposed in which at least one of the operations of the safety device by the operation control means is stopped.
[0024]
According to the above configuration, if there is an abnormality in the object detection unit or the safety device, the operation is stopped. Therefore, it is possible to prevent the object detection unit or the safety device from operating inappropriately in the state where the abnormality has occurred.
[0025]
Note that the preceding vehicle V1 of the embodiment corresponds to the object of the present invention, and the radar device Sa of the embodiment corresponds to the object detecting means of the present invention.
[0026]
BEST MODE FOR CARRYING OUT THE INVENTION
Hereinafter, embodiments of the present invention will be described based on examples of the present invention shown in the accompanying drawings.
[0027]
1 to 4 show an embodiment of the present invention. FIG. 1 is an overall configuration diagram of a vehicle provided with a driving safety device, FIG. 2 is a block diagram of a braking system of the vehicle, and FIG. FIG. 4 is a block diagram of a control system, and FIG. 4 is a flowchart of a normal / abnormal judgment of the traveling safety device.
[0028]
As shown in FIGS. 1 and 2, a four-wheeled vehicle (own vehicle) V equipped with the traveling safety device of the present embodiment has left and right driving wheels, which are transmitted through a transmission T, of a driving force of an engine E. The vehicle includes front wheels WFL, WFR and left and right rear wheels WRL, WRR, which are driven wheels that rotate as the vehicle V travels. A brake pedal 1 operated by a driver is connected to a master cylinder 3 via an electronically controlled negative pressure booster 2. The electronic control negative pressure booster 2 mechanically boosts the depressing force of the brake pedal 1 to operate the master cylinder 3, and a braking command signal from the electronic control unit U regardless of the operation of the brake pedal 1 during automatic braking. Causes the master cylinder 3 to operate. When a pedaling force is input to the brake pedal 1 and a braking command signal is input from the electronic control unit U, the electronic control negative pressure booster 2 outputs a brake hydraulic pressure in accordance with the larger of the two. The input rod of the electronic control negative pressure booster 2 is connected to the brake pedal 1 via a lost motion mechanism, and the electronic control negative pressure booster 2 is actuated by a signal from the electronic control unit U to move the input rod forward. , The brake pedal 1 remains at the initial position.
[0029]
A pair of output ports 8, 9 of the master cylinder 3 are connected to brake calipers 5FL, 5FR, 5RL, 5RR provided on front wheels WFL, WFR and rear wheels WRL, WRR, respectively, via a hydraulic control device 4. The hydraulic control device 4 includes four pressure regulators 6... Corresponding to the four brake calipers 5FL, 5FR, 5RL, 5RR, and each pressure regulator 6 is connected to the electronic control unit U. The operation of the brake calipers 5FL, 5FR, 5RL, 5RR provided on the front wheels WFL, WFR and the rear wheels WRL, WRR is individually controlled.
[0030]
The electronic control unit U includes a radar device Sa as an object detecting means composed of a laser radar device or a millimeter wave radar device, a vehicle speed sensor Sb for detecting a vehicle speed based on wheel speed, and a yaw rate for detecting a yaw rate of the vehicle V. A sensor Sc, a steering torque sensor Sd for detecting a steering torque of the steering wheel 7, a tread force sensor Se for detecting a tread force input to the brake pedal 1, and an alarm unit 10 including a speaker are connected.
[0031]
Thus, the electronic control unit U is provided with the alarm means 10, the electronic control negative pressure booster 2, and the hydraulic control device based on the outputs of the radar device Sa, the vehicle speed sensor Sb, the yaw rate sensor Sc, the steering torque sensor Sd, and the pedaling force sensor Se. 4 is controlled. That is, when the warning means 10 is operated by a command from the electronic control unit U, a warning is issued to the driver by a warning sound or voice, and when the electronic control negative pressure booster 2 is operated by a command from the electronic control unit U, the master cylinder is activated. The brake hydraulic pressure generated by 3 is adjusted by the hydraulic control device 4 and transmitted to the brake calipers 5FL, 5FR, 5RL, 5RR, and the braking force of the front wheels WFL, WFR and the rear wheels WRL, WRR is independently controlled for each wheel. Is done.
[0032]
As shown in FIG. 3, the electronic control unit U includes a relative relationship calculating unit M1, a safety device operation controlling unit M2, a behavior detecting unit M3, and a determining unit M4. A radar device Sa, a vehicle speed sensor Sb... And a yaw rate sensor Sc are connected to the relative relationship calculating means M1, and the safety device operation control means M2 connected to the relative relationship calculating means M1 constitutes the safety device 11 of the present invention. The alarm means 10, the electronic control negative pressure booster 2, and the hydraulic control device 4 are connected. A vehicle speed sensor Sb, a yaw rate sensor Sc, a steering torque sensor Sd, and a pedaling force sensor Se are connected to the behavior detecting means M3, and the safety device operation control means M2 and the radar are connected to the determining means M4 connected to the behavior detecting means M3. It is connected to the device Sa.
[0033]
Next, the operation of the embodiment having the above configuration will be described with reference to the flowchart of FIG.
[0034]
First, the relative relationship calculation means M1 of the electronic control unit U reads the vehicle speed detected by the vehicle speed sensor Sb... In step S1 and the yaw rate of the own vehicle V detected by the yaw rate sensor Sc, and based on the vehicle speed and yaw rate in step S2. To predict the future course of the vehicle V. The predicted course of the vehicle V during straight running is straight, but the predicted course during right turn curves right, and the predicted course during left turn curves left, and the curvature is large in yaw rate. If the yaw rate is constant and the vehicle speed is low, the yaw rate increases.
[0035]
In the following step S3, the relative relationship calculating means M1 calculates the relative position (direction and relative distance) and the relative speed of the object such as the preceding vehicle V1 existing on the predicted course of the own vehicle V based on the output of the radar device Sa. I do. If the radar device Sa is a millimeter-wave radar device, the relative speed of the object can be immediately obtained. If the radar device Sa is a laser radar device, the relative speed of the object can be obtained as a time change rate of the relative distance of the object. Can be.
[0036]
Further, in step S3, the safety device operation control means M2 determines whether or not the own vehicle V may contact the preceding vehicle V1 based on the relative position and the relative speed. As a result, if there is a possibility of contact in step S4, the magnitude of the possibility of contact is determined in step S5. That is, the preceding vehicle V1 exists on the predicted course of the own vehicle V, and the time T (= ΔL / ΔV) until the contact obtained by dividing the relative distance ΔL of the preceding vehicle V1 by the relative speed ΔV is larger, whichever is greater. When the value falls below the predetermined value T1, that is, when the possibility of contact is small, the safety device operation control means M2 activates the alarm means 10 to output a primary alarm in step S6. When the time T until contact (= ΔL / ΔV) is smaller than the smaller second predetermined value T2, that is, when the possibility of contact is large, the safety device operation control means M2 issues an alarm at step S6 '. Activate the means 10 to output a secondary alarm.
[0037]
The magnitude relation between the first and second predetermined values T1 and T2 is T1> T2, and when the time T until the contact becomes smaller than the larger first predetermined value T1, the possibility of contact is small and an emergency If the degree is low and the time T until contact falls below the smaller second predetermined value T2, the possibility of contact is large and the degree of urgency is high.
[0038]
The primary alarm of this embodiment is to emit an alarm sound by activating the alarm means 10, and the secondary alarm is to activate the electronic control negative pressure booster 2 and the hydraulic control device 4 to generate a weak braking force as an alarm. Is generated. In either case, the driver is warned that there is a possibility of contact with the preceding vehicle V1 and urges a spontaneous brake operation or steering operation to avoid contact.
[0039]
When the primary and secondary alarms are issued in this way, in steps S7 and S7 ', the behavior detecting means M3 and the determining means M4 determine whether the alarm is a normal alarm.
[0040]
In step S7, when ΔT1 elapses between the time when the primary warning is issued and the time when the secondary warning is issued (T1 <T1 + ΔT1 <T2), the driver performs a brake operation or a steering operation to avoid the preceding vehicle V1. When the behavior detecting means M3 detects that the steering wheel 7 has not been operated, that is, the steering torque sensor Sd does not detect that the driver has operated the steering wheel 7 with a steering torque of a predetermined value or more, and the driver operates the brake pedal 1 by a predetermined value or more. When the treading force sensor Se does not detect that the pedal has been depressed with the strength of, the determination unit M4 determines that the primary alarm is an abnormal alarm that is not a normal alarm.
[0041]
This is because if a normal primary alarm has been issued, the driver should perform steering operation or brake operation to avoid contact with the preceding vehicle V1. This is because the driver determines that the brake operation or the steering operation for avoiding the contact is unnecessary, and ignores the alarm as an abnormal alarm even if the primary alarm is issued or the primary alarm is issued. Therefore, the time ΔT1 needs to be set as a time sufficient for the driver to operate the steering wheel 7 or the brake pedal 1 after the primary alarm is issued.
[0042]
Similarly, in step S7 ', when the behavior detecting means M3 detects that the driver has not performed an operation to avoid the preceding vehicle V1 when ΔT2 has elapsed since the secondary alarm was issued, The steering torque sensor Sd does not detect that the driver has operated the steering wheel 7 with a steering torque greater than or equal to a predetermined value, and the pedaling force sensor Se does not detect that the driver has depressed the brake pedal 1 with a strength greater than or equal to the predetermined value. The determination means M4 determines that the secondary alarm is an abnormal alarm that is not a normal alarm.
[0043]
It is desirable that the time ΔT2 after the secondary warning be shorter than the time ΔT1 after the primary warning. The reason is that the secondary alarm is issued when the possibility of contact is high, so that an early determination is required.
[0044]
When it is determined that the primary alarm or the secondary alarm is an abnormal alarm as described above, the abnormal alarm counter is incremented by one in steps S8 and S8 ', and the count number of the abnormal alarm counter is incremented in steps S9 and S9'. When N1 and N2 are exceeded, respectively, the operations of the radar device Sa and the safety device operation control device M2 are stopped in steps S10 and S10 ', thereby preventing further abnormal alarms from being issued.
[0045]
In the embodiment, the threshold N1 of the count of the abnormal alarm counter of the primary alarm is set to ten, and the threshold N2 of the count of the abnormal alarm counter of the secondary alarm is set to three. As described above, since the system is stopped when a plurality of abnormal alarms are detected, when the preceding vehicle V1 suddenly accelerates and the possibility of contact disappears, the driver does not perform the contact avoidance operation. It is possible to eliminate the problem that the abnormality is immediately determined and the system stops. The reason why the threshold value N2 of the secondary alarm is set smaller than the threshold value N1 of the primary alarm is that the system needs to be stopped early if the secondary alarm issued when the possibility of contact is high is an abnormal alarm. Because.
[0046]
The abnormal alarm counter is reset to 0 when the ignition switch is turned on, and counts up until the next time the ignition switch is turned off. Even if the normality determination is made during the counting, the count value does not change. Further, even if a secondary alarm is issued for several seconds (for example, two to three seconds) continuously, if the driver's avoidance operation is not detected, the system can be immediately stopped. This determination condition is an OR condition with respect to the determination condition for stopping the system when the count number of the abnormality alarm becomes N2 or more. That is, the system is stopped when one of them is established.
[0047]
In this embodiment, whether or not the driver has performed the contact avoidance operation after the primary and secondary warnings is determined based on the outputs of the steering torque sensor Sd and the pedaling force sensor Se. However, the vehicle speed sensors Sb. The determination can be made based on the output of Sc. That is, when the driver performs a brake operation to avoid contact, the vehicle speed detected by the vehicle speed sensor Sb decreases, and when the driver performs steering operation to avoid contact, the yaw rate detected by the yaw rate sensor Sc increases. is there.
[0048]
The embodiments of the present invention have been described above. However, various design changes can be made in the present invention without departing from the gist thereof.
[0049]
For example, the primary alarm and the secondary alarm are not limited to the alarm sound by the alarm means 10 and the generation of the weak braking force by the electronic control negative pressure booster 2 and the hydraulic control device 4, but the sound by a buzzer, a chime, a lamp, an LED, or the like. Light, light, or means for vibrating the steering wheel 7 can be employed.
[0050]
The driver's steering operation may be detected by a known steering angle sensor (not shown) instead of the steering torque sensor Sd. In this case, the steering angle sensor detects a change in the steering angle equal to or greater than a predetermined value or a steering angular speed equal to or greater than the predetermined value, thereby detecting that the driver has performed the steering operation.
[0051]
Also, in place of the primary alarm and the secondary alarm, primary braking and secondary braking including automatic braking for operating the electronic control negative pressure booster 2 and the hydraulic control device 4 are performed, or the actuator of the electric power steering device is activated to make contact. Primary steering and secondary steering consisting of automatic steering that avoids the above. In this case, the braking force of the secondary braking is set stronger than the braking force of the primary braking, and the steering torque of the secondary steering is set stronger than the steering torque of the primary steering.
[0052]
When performing the automatic braking or the automatic steering, as a result of the primary and secondary braking or the primary and secondary steering, the steering torque sensor Sd detects the steering operation for avoiding the contact within a predetermined time, or the pedaling force sensor Se. If it detects a brake operation for avoiding contact, it can be determined that normal automatic braking and automatic steering have been performed. In the above determination, the output of the vehicle speed sensor Sb or the output of the yaw rate sensor Sc can be used instead of the output of the steering torque sensor Sd or the pedaling force sensor Se. This is because if the driver performs a brake operation after the start of the automatic braking, the vehicle speed sensor Sb. This is because a yaw rate higher than the yaw rate due to steering is detected.
[0053]
Further, it is also possible to combine a primary warning by sound or light with a secondary steering composed of automatic braking and a secondary steering composed of automatic steering.
[0054]
The automatic braking is not limited to the hydraulic brake of the embodiment, but may be an engine brake. In this case, the transmission T can be shifted down one step by the primary braking, and the transmission T can be shifted down by two steps by the secondary braking.
[0055]
The object of the present invention is not limited to the preceding vehicle V1, but may be an oncoming vehicle, a fixed object on the roadside, a falling object on the road, or the like.
[0056]
【The invention's effect】
As described above, according to the first aspect of the present invention, after activating the safety device to prevent the vehicle from contacting the object, the behavior of the driver for avoiding contact, or the behavior of the driver It can be accurately determined whether or not the object detection means or the safety device is operating normally based on whether or not the behavior of the vehicle generated as a result of the above is detected.
[0057]
According to the invention described in claim 2, if the driver performs a deceleration operation or a steering operation within a predetermined time after the safety device issues an alarm, the possibility of contact with the object based on the alarm is determined by the driver. It is recognized that the deceleration operation or the steering operation has been performed, and it can be determined that the object detection means or the safety device is operating normally.
[0058]
According to the third aspect of the present invention, if the deceleration behavior or the turning behavior of the vehicle is detected within a predetermined time after the safety device issues an alarm, the possibility of the driver contacting the object based on the alarm is provided. Is recognized, the deceleration operation or the steering operation is performed, and it can be determined that the object detection means or the safety device is operating normally.
[0059]
According to the fourth aspect of the present invention, if the driver performs a deceleration operation or a steering operation within a predetermined time after the safety device operates the deceleration unit or the steering unit, the driver performs the deceleration unit or the steering operation. The deceleration operation or the steering operation is performed by recognizing the possibility of contact with the object based on the operation of the means, and it can be determined that the object detection means or the safety device is operating normally.
[0060]
According to the invention described in claim 5, the driver performs the deceleration operation or the steering operation within a predetermined time after the safety device operates the deceleration means or the steering means, and the vehicle is decelerated by the operation of the safety device. If the deceleration or turning behavior of the vehicle exceeding the turning or turning behavior is detected, the driver recognizes the possibility of contact with the object based on the operation of the deceleration means or the steering means and performs the deceleration operation or the steering operation. This means that it can be determined that the object detection means or the safety device is operating normally.
[0061]
According to the invention described in claim 6, the secondary safety device that operates when the possibility of contact is high is set shorter than the predetermined time after the operation, so that the urgency of avoiding contact is high. It is possible to quickly determine whether the object detection means or the safety device is operating normally.
[0062]
According to the invention described in claim 7, when the number of times that the object detection means or the safety device is not determined to be normal is equal to or more than a predetermined number, it is determined to be abnormal. Even if there is, it can be prevented from being erroneously determined to be abnormal.
[0063]
According to the invention described in claim 8, the secondary safety device that operates when the possibility of contact is high is set to a small number of the predetermined times for determining an abnormality. It is possible to quickly determine whether the object detection means or the safety device is operating normally.
[0064]
According to the ninth aspect of the present invention, if there is an abnormality in the object detection means or the safety device, the operation is stopped. Therefore, the object detection means or the safety device operates improperly in the state where the abnormality has occurred. Can be prevented.
[Brief description of the drawings]
FIG. 1 is an overall configuration diagram of a vehicle equipped with a driving safety device. FIG. 2 is a block diagram of a braking system of the vehicle. FIG. 3 is a block diagram of a control system of the driving safety device. FIG. Flowchart of determination
11 Safety device M1 Relative relationship calculation means M2 Safety device operation control means M3 Behavior detection means M4 Judgment means Sa Radar device (object detection means)
V vehicle V1 preceding vehicle (object)

Claims (9)

An object detection means (Sa) for detecting an object (V1) existing in the traveling direction of the vehicle (V);
A relative relation calculating means (M1) for calculating a relative relation including a relative position between the vehicle (V) and the object (V1) based on a detection result of the object detecting means (Sa);
The presence or absence of the possibility of contact between the vehicle (V) and the object (V1) is determined based on the relative relationship calculated by the relative relationship calculation means (M1). If there is a possibility of contact, the safety provided on the vehicle (V) is determined. Safety device operation control means (M2) for controlling the operation of the device (11);
In a driving safety device for a vehicle having
A behavior detecting means (M3) for detecting at least one of the behavior of the driver and the behavior of the vehicle (V) after the operation of the safety device (11);
Determining means (M4) for determining whether at least one of the operation of the object detecting means (Sa) and the operation of the safety device (11) is normal based on the detection result of the behavior detecting means (M3);
A traveling safety device for a vehicle, comprising: The safety device (11) issues an alarm to the driver, and the determining means (M4) determines that the behavior detecting means (M3) operates within a predetermined time after the operation of the safety device (11). The running safety device for a vehicle according to claim 1, wherein it is determined that the vehicle is normal when at least one of the following is detected. The safety device (11) issues a warning to the driver, and the determining means (M4) determines that the behavior detecting means (M3) determines the deceleration behavior of the vehicle (V) within a predetermined time after the operation of the safety device (11). The running safety device for a vehicle according to claim 1, wherein it is determined that the vehicle is normal when at least one of the turning behaviors is detected. The safety device (11) is one of deceleration means and steering means,
The determining means (M4) determines that the operation is normal when the behavior detecting means (M3) detects at least one of the deceleration operation and the steering operation of the driver within a predetermined time after the operation of the safety device (11). The driving safety device for a vehicle according to claim 1, wherein: The safety device (11) is one of deceleration means and steering means,
The determining means (M4) determines that the behavior detecting means (M3) determines at least one of the deceleration behavior and the turning behavior of the vehicle (V) by the operation of the safety device (11) within a predetermined time after the operation of the safety device (11). 2. The vehicle safety device according to claim 1, wherein it is determined that the vehicle is normal when at least one of a deceleration behavior and a turning behavior of the vehicle (V) exceeding the vehicle is detected. 3. The safety device (11) includes a primary safety device and a secondary safety device that operates when the possibility of contact is higher than the primary safety device,
The said predetermined time is set shorter after operation | movement of a secondary safety device than after operation | movement of a primary safety device, The said any one of Claims 2-5 characterized by the above-mentioned. Vehicle safety device. The traveling safety of a vehicle according to any one of claims 2 to 6, wherein the determining means (M4) determines that the vehicle is abnormal when the number of times that the vehicle is not determined to be normal is equal to or more than a predetermined number of times. apparatus. The safety device (11) includes a primary safety device and a secondary safety device that operates when the possibility of contact is higher than the primary safety device,
The driving safety device for a vehicle according to claim 7, wherein the predetermined number of times is set such that a number related to the operation of the secondary safety device is smaller than a number related to the operation of the primary safety device. When the determining means (M4) determines that there is an abnormality, at least one of the detection of the object by the object detecting means (Sa) and the operation of the safety device (11) by the safety device operation control means (M2) is stopped. The vehicle safety device according to any one of claims 1 to 8.

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